uma parking vision plan feb2013 - umass amherst...sion_plan_feb2013.doc 6 parking vision,...

Campus Wide Parking Vision PlanUniversity of Massachusetts, Amherst

Vanasse Hangen Brustlin, Inc.

SUBMITTED TO

University of Massachusetts Amherst, Massachusetts

SUBMITTED BY

WATEROWN, MASSACHUSETTS

FEBRUARY 2013

www.vhb.com

Campus Wide Parking Vision Plan

University of Massachusetts Amherst Campus Wide Parking Vision Plan

Prepared for University of Massachusetts

Amherst, Massachusetts Prepared by Vanasse Hangen Brustlin, Inc.

Watertown, Massachusetts February 2013

Back of cover page

\\mawatr\ts\10858.04\reports\UMA_Parking_Vision_Plan_Feb2013.doc i Table of Contents

Table of Contents

1.0 Introduction ...................................................................................................................... 1

1.1 Purpose .............................................................................................................................. 1 1.2 Study Methodology ............................................................................................................. 2

2.0 Parking Vision, Principles and Recommendations ................................................... 5

2.1 Parking Vision and Principles ............................................................................................. 5 2.2 Near-Term – The First 10 Years ......................................................................................... 7 2.3 Long-term – Beyond 10 Years ............................................................................................ 8

3.0 Existing Parking Conditions ........................................................................................ 11

3.1 Campus Parking Supply ................................................................................................... 11 3.2 Parking Operations ........................................................................................................... 14 3.3 Parking Demand/Utilization .............................................................................................. 15 3.4 Parking Demand Ratios .................................................................................................... 17 3.5 Transit Operations ............................................................................................................ 18 3.6 Bicycle and Pedestrian Pathways ..................................................................................... 19 3.7 Peer Assessment/Comparison ......................................................................................... 21 3.8 Parking Principles ............................................................................................................. 23

4.0 Future Conditions .......................................................................................................... 25

4.1 Parking Demand ............................................................................................................... 25 4.2 Parking Supply .................................................................................................................. 28 4.3 Parking Supply/Demand Analysis ..................................................................................... 36 4.4 Roadway, Transit, Pedestrian and Bicycle Improvements ............................................... 37

5.0 Parking Plan .................................................................................................................... 39

5.1 Near-Term – Within 10 Years ........................................................................................... 39 5.2 Long-term – Beyond 10 Years .......................................................................................... 41 5.3 Accommodating Growth Without Structured Parking – “Plan B” ...................................... 42

\\mawatr\ts\10858.04\reports\UMA_Parking_Vision_Plan_Feb2013.doc ii Table of Contents

List of Tables

Table Page

Table 1 Parking Fees for 2011-2012 ....................................................................................................... 15

Table 2 Parking Occupancy by Time of Day ........................................................................................... 16

Table 3 Utilization of Parking by Permit Type .......................................................................................... 17

Table 4 Parking Demand Ratios .............................................................................................................. 18

Table 5 Peer Assessment /Comparison .................................................................................................. 22

Table 6 Student Population by Phase ..................................................................................................... 25

Table 7 Faculty/Staff Population by Phase .............................................................................................. 26

Table 8 Projected Student Parking Demand by Phase ........................................................................... 27

Table 9 Faculty/Staff Parking Demand by Phase .................................................................................... 27

Table 10 Increased and Total Parking Demand by Phase ...................................................................... 28

Table 11 Displaced Parking by Phase ..................................................................................................... 30

Table 12 Expected Change in Surface Parking Supply by Phase ........................................................... 31

Table 13 Parking Garage Location Matrix ............................................................................................... 33

Table 14 Structured Parking Capacity by Phase ..................................................................................... 33

Table 15 Estimated Garage Construction Costs ..................................................................................... 35

Table 16 Parking Supply Changes by Phase .......................................................................................... 36

Table 17 Available Spaces by Phase ...................................................................................................... 37

Table 18 Master Plan Transportation Recommendations by Phase ....................................................... 38

List of Figures

Figure Page

Figure 1 Parking by Permit Type ............................................................................................................. 12 Figure 2 Parking Supply Permit Restrictions ........................................................................................... 13 Figure 3 Transit Service .......................................................................................................................... 20 Figure 4 Displaced Parking by Master Plan Phase ................................................................................. 29 Figure 5 Planned Parking Garages ......................................................................................................... 34 Figure 6 Parking Supply and Demand by Phase ..................................................................................... 36

\\mawatr\ts\10858.04\reports\UMA_Parking_Vision_Plan_Feb2013.doc 1 Introduction

Introduction

Spearheaded by the Campus Planning Division, the University of Massachusetts Amherst has recently completed a campus-wide Master Plan. With the campus in the midst of a $1 billion capital improvement program, the new Master Plan looks 40 years into the future, matching academic vision with upgraded facilities to strengthen the sense of community and enhance the campus's beauty. This Parking Vision Plan was a key component of the overall Master Plan. It establishes a parking system vision and set of guiding principles that support the vision of the Master Plan and institutes a blueprint for parking-related decisions and policies on the UMass Amherst campus. This report consists of five chapters. Chapter 1 discusses the study purpose and methodology. The parking principles and the plans for new parking facilities are presented in Chapter 2. Chapters 3 and 4 provide an assessment of existing and future parking conditions. Near and long-term parking recommendations are summarized in Chapter 5.

1.1 Purpose

The purpose of this Campus Wide Parking Vision Plan is to define an efficient, implementable, and sustainable strategy for the campus that complements the overarching goals and objectives of the Master Plan for the UMass Amherst Campus. One of the core goals of this study was to define “parking principles” for the campus that establish a vision and policy blueprint for parking which could be implemented immediately and sustained over the long-term. The surface parking lots on the core campus (the area bounded by Massachusetts Avenue, Commonwealth Avenue, Governors Drive and North Pleasant Street) are constantly targeted as future developable sites without replacement parking. Moreover, present parking policies tend to favor the provision of convenient parking that is located very close to buildings. The presence of surface parking lots within the

1

ThepresenceofsurfaceparkinglotswithinthecampuscoreconflictswiththeMasterPlanvisionofeliminatingconflictpointsbymovingparkingfromwithinthecampuscoretotheperiphery

UMASSAmherstMasterPlan,April2012


campus core conflicts with the Master Plan vision. The Master Plan seeks to alleviate the many conflict points between vehicles, pedestrians, and bicycles within the core campus by moving parking from within the campus core to the periphery. The parking principles and recommendations presented in this plan address these key issues. A key stakeholder in the development of this Parking Vision Plan was the UMass Parking and Transportation Advisory Board (PTAB). The PTAB played a major role in vetting the Master Plan and the Parking Vision Plan development. PTAB meets quarterly to review matters related to campus parking and transportation. Given the importance of parking and transportation at UMass, PTAB's role is critical in that it generates broad-based input from students, faculty, and staff. There were two meetings with PTAB regarding the Master Plan in general, including transportation and parking, and one dealing specifically with the parking vision that is articulated in this report, including providing information to support PTAB consideration of a possible ban on freshmen parking on campus. This Parking Vision Plan recognizes and respects the collective bargaining agreement between the University and the employee unions which has been in place since 1999. This collective bargaining agreement is the official mechanism used to establish the parking fee structure for university employees. Any changes to parking policies and permit fees would need to be vetted through the PTAB and reviewed for consistency with the collective bargaining agreement.

1.2 Study Methodology

This study addresses existing parking supply and utilization, and assesses future parking supply and needs based on increased demand from institutional growth and planned changes in the parking supply, including displacement of spaces by new construction and the addition of new spaces. The plan evaluated potential locations for future parking facilities, assessed the appropriate scale of these facilities, and examined transit and pedestrian connections between parking and the core campus. Order-of-magnitude cost estimates for potential future parking, transit, bicycle and pedestrian facilities and programs were developed to inform the selection of the best strategies for the future. To assess the existing parking supply and demand relationship, an inventory was completed along with parking accumulation data collection to determine the existing utilization of each parking facility. The inventory and counts were conducted in the fall of 2010 after classes had been in session for several weeks. Parking accumulation in each facility was recorded on Wednesday, September 29th and Thursday, September 30th between 7:00 AM and 5:00 PM.

ThisplanrecognizesthecollectivebargainingagreementbetweentheUniversityandtheemployeeunions.ChangestoparkingpoliciesandpermitfeeswouldneedtobevettedthroughthePTABandreviewedforconsistencywiththecollectivebargainingagreement


Future parking conditions were analyzed based on projections of existing demand and proposed changes in the parking supply. Future parking demand was projected based on the expected future staff and enrollment levels. Parking demand ratios were developed using the authorized users and existing utilization in each parking facility and the existing numbers of students and staff. These ratios were applied to future student enrollment and staff size to project future parking demand. The projections of future parking demand were compared to the expected parking supply to determine future utilization and identify potential areas of need by user group. The expected future parking supply includes the loss of parking for planned development and the construction of four new parking garages as envisioned in the campus Master Plan. The planned garages were sized and sited using the parking principles presented in this report, with particular focus on ensuring the garages were effective at intercepting traffic at the campus periphery.


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\\mawatr\ts\10858.04\reports\UMA_Parking_Vision_Plan_Feb2013.doc 5 Parking Vision, Principles, and Recommendations

Parking Vision, Principles and Recommendations

2.1 Parking Vision and Principles

Several principles for the UMass Amherst parking system were developed based on the long-term vision for the system from the Master Planning process: The core campus bounded by North Pleasant Street, Massachusetts Avenue, Commonwealth Avenue, and Governors Drive will be free of large surface parking lots and the roadways that connect them to the surrounding road system. A new parking garage will be located centrally on the core campus next to the existing Campus Center Garage, recognizing the need for additional visitor parking and Campus Center Hotel parking supporting special events. Most major parking facilities will be located at key locations along the periphery of the core campus where they will intercept traffic before it enters the core campus. Small-scale surface parking will continue to be provided to accommodate handicap parking and to meet the special requirements of particular facilities and academic departments. The facilities on the core campus periphery will include existing surface lots and new parking garages designed to replace parking spaces lost to future campus development. All major facilities will include convenient pedestrian access to the campus core, bicycle accommodations and connections to the shuttle bus system. An overarching element of the campus mission and vision as set forth in the Master Plan is that “This Plan will serve as a guide for sustainable future development that reinforces the vision…” Throughout the master planning process, a common theme was to embrace and promote New England sustainability. Transportation items specifically cited included shuttle buses and expanded bike paths.

2

Majorparkingfacilitieswillbestrategicallylocatedattheperipheryofthecampuscorecampustointercepttraffic


Based on the Master Plan vision and the principles of sustainability, the following twelve parking principles have been developed to guide future development of the campus parking system: 1. Maximize the number of spaces that are located near campus gateways and that

are served by the campus shuttle;

2. Minimize the amount of parking provided within the core campus;

3. Provide sufficient parking to meet future demand, accounting for spaces lost to development and increased parking demands from an increased number of students and staff; the cost of replacement parking should be incorporated into each development project;

4. Provide direct links to parking facilities from the perimeter road system to minimize vehicular traffic through the campus core;

5. Provide safer and more convenient pedestrian connections between parking facilities and academic and administrative buildings in the campus core;

6. Respect the location of existing and planned bicycle and pedestrian corridors when developing new parking facilities;

7. Provide garage entrances with adequate queuing space to minimize impacts on adjacent roadways;

8. Incorporate provisions for convenient bicycle, motor scooter, and motorcycle parking with safer and more convenient access;

9. Support development of a network of intermodal connections for pedestrians, bicycles and shuttle buses that support non-auto connections to desired campus destinations.

10. Provide an adequate amount of visitor parking in each facility to meet the needs of core campus buildings served by each facility;

11. Maximize the opportunities to share parking resources among various user groups including employees, commuter students, resident students, visitors, and event attendees; and

12. Provide shared use parking to meet the demands created by special events at various venues on campus.

Over time, adherence to these parking principles will help achieve the Master Plan vision of eliminating the many conflict points between vehicles, pedestrians, and bicycles within the core campus by moving parking from the core to the periphery. The following sections describe the recommendations for each of the four 10-year phases of the Master Plan.

These12parkingprincipleswillhelpachievetheMasterPlanvisionofeliminatingconflictpointsbetweenvehicles,pedestrians,andbicycleswithinthecorecampusbymovingparkingfromthecoretotheperiphery


2.2 Near-Term – The First 10 Years

Within the near-term (first 10 years), the Campus Master Plan calls for the construction of an approximately 700-space garage adjacent to the existing Campus Center Garage and the provision of direct shuttle service to Lots 11 and 12. The shuttle service could be introduced early in the 10-year period, before construction of the Phase 1 garage, to relieve pressure on the Campus Center Garage as development eliminates surface spaces on the campus core. As existing facilities are closed to accommodate Master Plan development, new employees should be assigned to outlying parking lots, leaving any available close-in spaces for the reassignment of existing employees from lots that are closed.

Assignment of New Employees

In anticipation of the closure of core employee lots from Master Plan development, parking that becomes available within the campus core should initially be offered to current employees who have been displaced as a result of the development. New employees would be allowed to be placed on a core lot waiting list of their choice, however they would be initially assigned a periphery parking space. The existing tiered parking cost model based on salary and lot location is effective and equitable and should continue to be applied so that employees are aware of the amount they are saving by choosing parking on the periphery compared to the more expensive lots in the core. Over time, as the core lots are all eliminated in favor of structured parking on the periphery, this assignment process will not be necessary.

“Power Plant” Parking Garage

The Master Plan includes construction of a new 700-space garage on the site of the old power plant adjacent to the existing Campus Center Garage. It would provide additional parking for the central part of the campus, including the Du Bois Library, Student Union, Lincoln Campus Center, and the Campus Center hotel. In addition, it would replace spaces lost to new development on the core campus. The proposed garage would be accessed from Campus Center Way. In addition to providing expanded parking, it also could serve as a major intermodal transportation center for shuttle, local and intercity buses. This intermodal transportation center would replace the existing bus stop at Haigis Mall, which is proposed for elimination in the second phase (10-20 years) of Master Plan development. The garage would effectively create a bridge over the existing ravine which would enhance pedestrian and bicycle connectivity.


Phase in Direct Shuttle Service to Lots 11 and 12

Currently, the most remote sections of parking Lots 11 and 12 are not used. As development increases and parking spaces are lost in the campus core, parking demand can be expected to migrate farther out from the core. To support increased use of the remote parking areas in Lots 11 and 12, the Master Plan recommends direct shuttle bus connections between the main campus and the two parking areas starting with Lot 12 and then transitioning to Lot 11 as needed (Lot 11 is currently primarily used by students living in Southwest who only drive their cars occasionally so there is very low turnover). The existing shuttle routes that circulate around the campus do so in a “figure eight” pattern. Future parkers using Lot 11 and 12 would have to walk to their destination or ride the campus shuttle along much of the bus loop before arriving at their destination. Direct shuttle service between the lots and the campus core would increase accessibility and encourage more students who drive to park in these underutilized and less expensive lots on the campus fringe. This direct shuttle service would be implemented only once the demands for these two parking areas increase and warrant more direct service than what is currently provided. The Lot 12 shuttle would connect the sections of the lot farthest from the main campus with the Campus Center via Campus Center Way. The bus stop would be located on the circle next to the parking garage or in a location provided in the proposed expansion of the garage. The shuttle would operate continuously between the two locations providing frequent service and a trip length of only a few minutes. Similarly, the shuttle to Lot 11 could use the existing stop at Haigis mall or a stop at the Robsham Visitors Center after the Haigis mall loop is closed as part of Phase 2 of the Master Plan. An extension farther into the campus via North Pleasant Street or Thatcher Way could be considered if a suitable bus turnaround can be provided.

2.3 Long-term – Beyond 10 Years

Over the long-term (10 – 40 years), the Campus Master Plan calls for the reduction of surface parking in the central campus to reduce pedestrian and bicycle conflicts, and to provide sites for future buildings. Replacement parking for these lost spaces will be provided in new garages situated at key locations around the perimeter of the core campus: Southeast corner of Massachusetts Avenue and Lincoln Avenue (10-20 years):

An 860-space facility at this location would serve the Whitmore Administration building, the Robsham Visitors Center, the Fine Arts Center and several other buildings on the core campus. The garage would be developed in Phase 2 of the

Overthelong‐term,strategicallylocatedparkinggaragesarerecommendedtoreplacethescatteredsurfaceparkinginthecampuscorewhichwillbecomeinfilldevelopmentsites

ThemostremotesectionsofLots11and12arenotused

12

11


Master Plan. It would intercept traffic approaching the campus from the west and southwest, and with the proposed reduction in the Massachusetts Avenue cross section to one travel lane in each direction, parkers can easily walk to destinations on the core campus. A bus stop and bicycle storage would be provided.

North end of campus near (20-30 years): A 655-space facility roughly on the site of Parking Lots 31 and 68 would serve Computer Science, Engineering and the Lederle Graduate Research Center. It would intercept traffic approaching the campus from the north, northeast, and the northwest when the direct connection to Route 116 is provided. Both the garage and a direct Route 116 connection are planned for Phase 3. With the relocation of Governors Drive to the north, pedestrians from the garage would not need to cross any roadway to reach destinations on the core campus. As with the Phase 2 garage, a bus stop and bicycle storage would make it a multimodal facility.

North Pleasant Street at Massachusetts Avenue (30-40 years): A 670-space facility on the east side of the intersection of North Pleasant Street and Massachusetts Avenue would intercept traffic from the south. The provision of retail space on the ground floor and university space along the front side of the building would help define a major gateway to the campus while also connecting the campus to the Gateway project proposed by the Town of Amherst. The garage would serve the Studio Arts Building, the Newman Center, the Fine Arts Center and Morrill Science I – IV.

These new garages, in addition to the planned garage adjacent to the Campus Center Garage, will add approximately 2,900 spaces to the campus parking supply to offset many of the more than 3,900 spaces displaced by campus development over the course of the Master Plan. All of the planned garages meet the parking principles and serve to forward the parking vision presented above. The Future Conditions Review chapter of this report provides a detailed discussion of the change in the campus parking supply and parking demand for the four phases of the Master Plan. During the long-term, consideration should be given to providing direct and more frequent shuttle service between the core campus and Parking Lots 13 and 24. These are the most remote lots and will likely be the last to fill as demand increases and the number of spaces in the core campus declines. The only reasonable access between these lots and the campus is shuttle service. As with Lots 11 and 12, the existing loops provide indirect service, requiring riding the campus shuttles along much of the bus loop before at arriving at a stop near their destination. More frequent, direct shuttle service between the lots and the campus core would increase accessibility and encourage more students to park in the underutilized areas.


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\\mawatr\ts\10858.04\reports\UMA_Parking_Vision_Plan_Feb2013.doc 11 Existing Parking Conditions

3 Existing Parking Conditions

This chapter describes the existing campus parking supply, parking operations, utilization by user group, and calculated parking demand ratios. Because many of the facilities serve multiple users, demand by user group has been estimated.

3.1 Campus Parking Supply

The campus has approximately 13,650 parking spaces distributed among 56 surface parking lots and one parking garage. About 12,700 spaces are in surface lots that cover about 96 acres of land. The parking garage, which is located adjacent to the Campus Center, contains 950 spaces, with 223 spaces in the lower garage (permit parking) and 740 spaces in the upper garage (visitor pay parking). Figure 1 shows the campus parking supply by permit and user type and Figure 2 illustrates the campus parking supply by times parking permits are required in each facility. Approximately 25 percent of the campus parking supply (3,350 spaces) is located in the campus core (bounded by North Pleasant Street, Massachusetts Avenue, Commonwealth Avenue, and Governors Drive). Approximately 2,400 of those spaces are in surface lots scattered across the core campus. The access roadways to the core campus parking facilities often cross pedestrian pathways, creating many pedestrian/vehicular conflict points. The remaining 10,300 spaces are outside the core, requiring most parkers to walk across busy roadways to reach their destinations on campus. Some of these crossings can be difficult for pedestrians, especially along Massachusetts Avenue and Commonwealth Avenue. Both are heavily traveled, four-lane roadways. Almost 93 percent of the parking spaces on the UMass campus are in surface parking lots, which have a significant land footprint - almost 96 acres. The 96 acres devoted to surface parking is nearly the size of the academic core. These surface parking areas mostly have impervious surfaces, which require drainage infrastructure and storm water management systems. The 10,300 spaces located outside the core campus represent almost 75 percent of all surface parking spaces.

Existingparking:‐13,650spaces‐1garage‐56surfacelots‐96acres

\\mawatr\ts\10858.04\graphics\FIGURES\Report Figures Oct 2012.indd p1 10/24/12

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Vanasse Hangen Brustlin, Inc. Vanasse Hangen Brustlin, Inc.


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ThayerPaigeLab

Marcus

KnowlesGoessmann

DraperAnnex

DraperStockbridge(Bowker)

Chenoweth

Webster Orchard HillResidential

Area

SylvanResidential

Area

North EastResidential

Area

CentralResidential

Area

Greenough VanMeter

BakerChadbourne

Brooks

NewAfrica

Wheeler

Butterfield

FranklinDining Hall

Clark

Fernald

GormanHills

Studio ArtsBuilding

ResearchAdministration

Office - Career Center

Hamlin

ArnoldThatcher

LyonCrabtree

Knowlton WorcesterDining

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IntegratedScienceBuilding

Skinner

School ofPublic Health

MorrillScienceCenter

Wilder

UniversityClub

Dufree

French

University HealthServices

Grayson

Dickinson

Field

McNamaraCashin

Brown

TotmanGym

Tillson Farm

IntermediateProcessing Facility (IPF)

UniversityAdmissions

CenterMHEC

Mather Building

Observatory

Chancellor’s HillsideHouse

Johnson

DwightLeach

Hadley Equestrian Farm & Banquet Center

To Rt.116, Rt.9, I-91

To North Village Apartments

(24 Hour Lot)

Wysocki House

Mark’s Meadow

Furcolo

North Residential

Area

Lewis

RecreationCenter

TransitServices

RTIC Center

Paystation

University PoliceDepartment

Amherst FireDepartment

Dickinson

NewScienceBuilding

Commonwealth Honors

ResidentialArea

Band

AthleticFieldsNorth

STREET

Brett

C A

D B

Astronomy

Duda

Bowditch

AgriculturalEngineering

MiddlesexBerkshireHampshire

Commercial Bus Stop

Alfond

CommunicationsDisorders

University HealthServices

STOCKBRIDG

E ROAD

Parking Supply Permit Restrictions



3.2 Parking Operations

The campus parking supply is divided into several categories, including metered parking, visitor parking in the campus center garage, and permit parking. Metered and campus center garage parking are available to all users for a fee. The five types of permits are as follows: Red lots are available to employees and post-doctoral students.

Blue lots are available to employees, Graduate Employee Organization (GEO) members, and Graduate Research Assistants and Teaching Assistants.

Green lots are available to employees and off-campus commuter students.

Purple lots are available to students living on-campus.

Yellow lots are open to any University community member. The cost of parking differs by the lot areas, and prices for parking fees are divided into four main groups plus employees: Group 1: Freshman, Sophomore, Junior, Senior, Graduate, Continuing Education

and Stockbridge;

Group 2: GEO, GEO Eligible, Post Doctoral;

Group 3: Retired Employee; and

Group 4: vendors, contractors and all others who do not qualify for employee payroll deduction pay a flat fee.

The 2011-2012 Parking fees for each lot type are presented in Table 1. For employees, the cost of parking permits is determined by their salary.


Table 1 Parking Fees for 2011-2012

Lot Type Group 1 Group 2 Group 3 Group 4

Red - $116 $51 $344

Blue - $81 $40 $288

Green $315 $61 $30 $174

Purple $280 $56 - $159

Yellow $225 $40 $20 $58

Lower Garage $894 $253 - $894

Upper Garage $515 $146 $71 $515

Night $99 $45 - $99

Motorcycles $99 $45 - $99

Lincoln - $99 - $99

North Village - $99 - $99

Resident Staff - - - $71

Mobile - - - $800

Vendor - - - $800 Group 1: Freshman, Sophomore, Junior, Senior, Graduate, Continuing Education and Stockbridge Group 2: GEO, GEO Eligible, Post Doctoral Group 3: Retired Employees Group 4: Vendors, contractors and all others who do not qualify for employee payroll deduction pay a flat fee

3.3 Parking Demand/Utilization

On Wednesday, September 29, 2010 and Thursday, September 30, 2010, parking occupancy counts were taken. The number of parked cars in each facility was recorded every hour between 7:00AM and 5:00 PM. Separate parking counts were taken for regular (not restricted or reserved), metered, handicapped, reserved, carpool, 15-minute loading zone, motorcycle, state vehicle, resident staff and vendor parking spaces. The number of vehicles parked in each facility for each category was counted in each hour. Vehicles not parked in a marked space were also counted and identified as illegal parking. The peak number of parked cars in any one hour was compared to the facility capacity to determine utilization. The peak hour of utilization did not always occur at the same time for each facility. The overall utilization of the total parking supply is shown in Table 2. It includes total occupancy for all spaces and regular spaces by hour for each day. The average of the two days counts is also included. The counts for the two days were quite similar. Parking utilization for all spaces peaked between 1:00 PM and 2:00 PM on both days with an average occupancy of 9,135 spaces. Peak utilization for all spaces was 67 percent of capacity. The utilization of the regular spaces also peaked between 1:00 and 2:00 PM with an average count of 8,157 vehicles or almost 69 percent of capacity.


Table 2 Parking Occupancy by Time of Day

All Spaces Regular Spaces

Hour Wednesday 1 Thursday 2 Average Wednesday Thursday Average

7-8 AM 5,412 5,406 5,407 4,889 4,914 4,902

8-9 AM 6,502 6,506 6,504 5,864 5,776 5,820

9-10 AM 8,056 8,295 8,176 7,269 7,368 7,319

10-11 AM 8,816 8,944 8,880 7,920 7,964 7,942

11AM–12PM 8,993 9,110 9,052 8,076 8,129 8,103

12-1PM 9,004 9,171 9,088 8,124 8,177 8,151

1-2PM 9,016 9,254 9,135 8,104 8,210 8,157

2-3 PM 8,748 9,168 8,958 7,836 8,163 8,013

3-4 PM 8,247 8,561 8,404 7,329 7,574 7,452

4-5 PM 7,786 7,667 7,727 6,814 6,752 6,783

Capacity 13,644 13,644 13,644 11,863 11,863 11,863

Sum of Maximum Counts 3 9,605 9,682 9,644 8,478 8,528 8,503

Excess Spaces 4 4,039 3,962 4,000 3,385 3,335 3,360

Parking Space Need 5 10,147 10,147 10,147 8,478 8,528 8,503

Shaded boxes show highest hourly counts. 1. September 29, 2010 2. September 30, 2010 3. Sum of maximum vehicle count (occupancy) in each facility over the course of the day. The total number of cars parked in each hour is less because not

all facilities reach peak occupancy at the same time of the day. 4. Capacity minus sum of maximum occupancies 5. Parking space need is the maximum occupancy of regular spaces plus all reserved and restricted spaces which are not available to general users.

Table 2 also presents the sum of the maximum hourly occupancies for each facility for each day. The average sum of the maximum occupancies was 9,644 (71 percent) for all spaces and 8,503 (72 percent) for the regular spaces. This resulted in excess capacity of 4,000 spaces for the total supply and 3,360 regular spaces. Existing parking space need for all parking is 10,147 spaces or 74 percent of capacity. Existing need is calculated as the sum of the peak occupancy for regular spaces and the number of reserved and restricted spaces, which are not open to general users. In any parking system is it desirable to reserve a percentage of spaces open at peak times to accommodate turnover and prevent excessive circulation of vehicles as drivers search for a parking space. Based on not exceeding 90 percent of capacity, the practical supply of regular spaces is approximately 10,675 and of all spaces is approximately 12,280. Based on the practical supply only, about 2,175 regular spaces and 2,650 of all spaces are available. The available practical supply was used to evaluate the impact of the projected increases in parking demand for each phase of Master Plan development on the projected parking supply.


Surface Parking

In addition to considering overall parking utilization, utilization for particular parking permit groups was analyzed to determine if there is any need for additional parking for specific user groups. Table 3 shows the utilization of spaces by parking permit type for regular spaces only. Because various users groups can purchase different sticker types, it is not possible to strictly classify utilization by user groups with the exception of resident students who are the only ones who can obtain a purple permit. Table 3 Utilization of Parking by Permit Type

Lots 9/29/10

Wednesday 9/30/10

Thursday Average Capacity Utilization Excess Spaces

Purple 1 2,465 2,434 2,450 2,786 88% 336

Red 2 1,585 1,644 1,615 2,366 68% 751

Green 3 1,278 1,264 1,271 1,579 80% 308

Blue 4 985 1,021 1,003 1,409 71% 406

Subtotal 6,313 6,363 6,339 8,140 78% 1,801

Yellow 5 1,013 996 1,005 2,487 40% 1,482

Total 7,326 7,359 7,344 10,627 69% 3,283 Note: Utilization data represents “regular spaces” only which does not include metered, handicapped, reserved, carpool, loading, motorcycle, and vendor parking spaces 1. Purple Lots are for resident students 2. Red Lots are for faculty and staff 3. Green lots are for faculty, staff, and students 4. Blue lots are for faculty, staff, and graduate assistants 5. Yellow lots are the most remote and least expensive parking open to any University community member

The overall utilization of the 10,627 regular spaces in the permit lots is 69 percent, with 3,283 open spaces. Because of their greater distance from most campus locations, the yellow lots are the least utilized with only 40 percent peak utilization. The yellow lots are available to all permit holders. If the yellow lots are excluded, utilization for all other permit lots ranges from 68 to 88 percent, with an overall utilization of 78 percent and 1,801 open spaces. The purple lots are the most heavily used at 88 percent and the green lots, which serve faculty, staff and students, were the second most heavily utilized at 80 percent.

3.4 Parking Demand Ratios

Parking demand ratios can be determined from parking utilization counts. Separate demand ratios were calculated for students and employees (faculty/staff). To calculate parking demand ratios, the number of cars parked for each group was divided by the respective population of each group. As shown in Table 4, there are 24,340 students and


7,969 faculty/staff at UMass. During the September 2010 parking counts, 3,345 student vehicles were parked and 6,092 faculty/staff vehicles were parked. The parking demand ratio for students is 0.137 spaces per student and for faculty and staff is 0.764 spaces per employee. Separate ratios for resident students and commuter students were not used because the individual ratios are similar.

Table 4 Parking Demand Ratios

Students Faculty/Staff Population1 24,340 7,969 Number of Parked Vehicles2 3,345 6,092 Parking Demand Ratio per Person 0.137 0.764 1. Population estimates for faculty/staff include executive, administrative, managerial, professional, faculty, classified

employees and graduate appointments. 2. Estimated based on permit sales and lot designations.

3.5 Transit Operations

Several outlying parking lots are served by on-campus shuttle buses operated by UMass Transit. Shuttle bus service is provided along two figure eight bus routes made up of two loops each. One loop serves the western part of the campus and includes North Pleasant Street, Massachusetts Avenue, Commonwealth Avenue, and Governors Drive. This loop includes the regional and intercity bus stop at Haigis Mall. The other loop serves the eastern part of the campus and includes North Pleasant Street, Eastman Lane, and East Pleasant Street. The two on-campus bus routes are Routes 34 and 35. Route 34 travels north along North Pleasant Street, clockwise around the eastern loop and counterclockwise around the western loop. Route 35 operates in the opposite direction, traveling south on North Pleasant Street, clockwise on the western loop and counterclockwise on the eastern loop. Both buses serve the same general stops but in opposite directions. Each route has three stops on North Pleasant Street, serving the center of the campus, as well as several other stops on the periphery of the campus, including: Graduate Research Center/Knowlton (North Pleasant Street); Hasbrouck/Skinner (North Pleasant Street); Fine Arts/Studio Arts (North Pleasant Street); Haigis Mall; Robsham Visitors Center; Southwest Residential Area; Parking Lot 11/UMass Stadium; Boyden Gym; Mullins Center; Parking Lots 12/25; Governors Drive;


North and Northeast Residential Areas; Sylvan Residential Areas; and Orchard Hill. A number of local and regional Pioneer Valley Transit Authority (PVTA) bus routes also serve the UMass campus but none of them serves UMass parking areas. All the transit routes serving the UMass campus are shown in Figure 3. There is all day service on both routes with the first bus on Route 34 departing Lot 11/UMass Stadium at 7:05 AM and the last bus departing at 11:05 PM. The first Route 35 bus departs Lots 12 and 25 at 7:18 AM. and the last bus departs at 11:53 PM. Both shuttle routes generally operate on 15-minute headways, providing 7 ½ minute service to all stops. However, each bus route provides a different level of service to specific locations on campus from remote parking areas. For example, a rider boarding at Lot 11 would reach the Fine Arts and Studio Arts buildings much sooner on Route 34 than on Route 35. Similarly, a rider boarding at Lots 12/25 would reach the Graduate Research Center and Knowlton much more quickly on the Route 35 bus than on the Route 34 bus. As a result, the effective level of service at the more remote parking areas depends on the riders final location.

3.6 Bicycle and Pedestrian Pathways

This section focuses on the relationship of bicycle and pedestrian accommodations with the UMass parking system. There is an extensive set of pedestrian paths and sidewalks serving virtually all the parking facilities on campus. There are also many bicycle racks throughout the campus.

Pedestrian Network

The campus supports a high volume of pedestrian traffic with an extensive network of pedestrian paths, many of which serve various campus parking facilities. The only exceptions are Lots 13 and 24 on Olympia Drive. There is no sidewalk on East Pleasant Street between Olympia Drive and Eastman Lane or Village Park Road (this is Town-owned property). The primary mode of travel is walking within the core campus, which is defined generally as the area bounded by Massachusetts Avenue, Commonwealth Avenue, Governors Drive, Eastland Lane, Thatcher Way and North Pleasant Street. As discussed in Section 3.5 Transit Operations, access around the campus is also provided by shuttle bus service. The current pedestrian network in the campus core is quite complex and has numerous points of conflict between pedestrians, and passenger cars and service vehicles.

\\mawatr\ts\10858.04\graphics\FIGURES\Report Figures March 2012.indd p7 10/17/12

Figure 3

25

26

45

33

21

22

32

34

SOUTHWEST

BoydenGym

Stadium

Day School

DallasMall

VisitorsCenter

CareerCenter

CENTRAL

Butterfield

UniversityHealth

Services

ORCHARDHILL

Morrill

HaigisMall

MullinsCenter

TowerLibrary

Police Station

Old Chapel

Student Union

Campus Center

Parking Garage

Textbook Annex

UMass Transit Garage

Graduate Research

Center

Totman Gym

School of Education

NORTHEAST

ArnoldHouse

TilsonFarm

Lot 13

SYLVAN

Parking Office

Fine Arts Center

NORTH

ComputerScience

AmherstCenter

Lot 12

Lot 11

Lot 12

Lot 11

UNIVERSITYOF

MASSACHUSETTS

to Cushman,North Amherst

Minuteman Express to Smith College

Routes to:Gatehouse Rd.,

Old Belchertown Rd.,BelchertownTo Hadley,

Northampton

Post Office

Town Hall

FireStation

Jones Library


Routes to:Puffton Village, No. Amherst,

Mill Hollow, Sunderland, So. Deerfield, and Greenfield

Routes to:Puffton Village, No. Amherst,

Mill Hollow, Sunderland, So. Deerfield, and Greenfield

SOUTHWEST

BoydenGym


Stadium

Day School

DallasMall

VisitorsCenter

CENTRAL

Butterfield

UniversityHealth

Services

ORCHARDHILL

Morrill

HaigisMall

MullinsCenter

TowerLibrary

Police Station

Old Chapel

Student Union

Campus Center

Parking Garage

Textbook Annex

UMass Transit Garage

Graduate Research

Center

Totman Gym

School of Education

NORTHEAST

ArnoldHouse

TilsonFarm

Lot 13

SYLVAN

Parking Office

AdmissionsVillagePark

Fine Arts Center

NORTH

ComputerScience

AmherstCenter

Lot 12

Lot 11

Lot 12

Lot 11

UNIVERSITYOF

MASSACHUSETTS

to Cushman,North Amherst

Minuteman Express to Smith College

Routes to:Gatehouse Rd.,

Old Belchertown Rd.,BelchertownTo Hadley,

Northampton

Routes to Amherst College,West St., S. Amherst,Mt. Holyoke College

to Big Y andSuper Stop ‘n Shop

Post Office

Town Hall

FireStation

Jones Library

AMTRAKStation

AmherstRegional

H.S.

StudioArts

Governors Drive

Amity St.

Lincoln Avenue

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venue

Uni

vers

ity

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rive

Com

monw

ealth Ave.

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leasanT St.

Eas

t P

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North P

leasant St.

Fearing Street

Triangle Street

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Chestnut Street

CowlesCowles

Governors Drive

Amity St.

Lincoln Avenue

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venue

Uni

vers

ity

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rive

Com

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ealth Ave.

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Eas

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North P

leasant St.

Fearing Street

Triangle Street

Main St.

Eastman

Lane

Chestnut Street

Massachusetts Ave.

116

NORTH

0 1,000 Feet

Scale

Transit Service



Generally, north-south movement across the campus is relatively direct. The pedestrian spine, which serves the campus well, could be extended north toward Sciences and Engineering. East-west movements are more difficult, because of the Campus Pond and topography. The system would benefit from simplification and better differentiation or separation between pedestrians, bicycles, service areas, roadways, and parking areas.

Bicycle Network

There are two off-campus bicycle facilities serving the UMass campus. The Five College Bikeway is a significant regional resource with the UMass/Amherst Bikeway serving as a connector to the Norwottuck Rail Trail, which links the campus to Amherst, Northampton, Hadley, and beyond. North Pleasant Street and East Pleasant Street between the campus and downtown Amherst provide a five-foot bike lane on each side of the roadway. There are no bike paths or lanes connecting the campus to North Amherst. There are limited dedicated bicycle accommodations on the UMass campus – bicycles and pedestrians generally share the same space. Bike racks on campus are well utilized and there are areas where additional bike storage is necessary, such as on Thatcher Way.

3.7 Peer Assessment/Comparison

Table 5 compares parking characteristics and policies at five large public and private universities with those at UMass Amherst. Characteristics listed include enrollment, number of employees, parking supply, parking fees, underclass restrictions, shuttle service, satellite parking, ridesharing, and other transportation demand management (TDM) measures. For the six institutions, student populations range from 10,000 to 42,000 with UMass in the middle of this range at 24,400. Faculty/staff sizes range from 7,900 to 20,000 with UMass on the low end with 8,000 (including executive, administrative, managerial, professional, faculty, classified employees and graduate appointments). The number of parking spaces ranges from 10,000 to 22,200 with UMass in the middle with 13,650. UMass’ various parking characteristics are generally in line with the other institutions. The TDM programs in place at the peer institutions appear to be more aggressive than UMass’s TDM program. Given that UMass has ample parking and is located in a less congested area than the other universities in this comparison, this is not a surprising finding.

Bikeracksoncampusarewellutilizedandthereareareaswheremorestorageisneeded


Table 5 Peer Assessment /Comparison

University Students Faculty/ Staff

Parking Supply Parking Fees

Underclassmen Restrictions

Shuttle Service

Satellite Parking Rideshare Other TDM

UMass Amherst

24,400 8,0001 13,650 Students: $99-$315 Faculty/Staff: Sliding scale based on salary

Freshmen allowed cars; no restrictions

Yes, extensive No fare

Five designated park and ride lots

Ride matching, including reduced fees, preferred parking and free one-day permits Van pool information/ coordination

Discounted clean vehicle permits Occasional parking permits Guaranteed Ride Home Car Sharing Bicycle Commuter Program

University of Rochester, Rochester, NY

10,000 19,000 (includes medical campus)

Commuter Students: $178-$237 Resident Students: $386 Faculty/Staff: $237-$1,201

Yes, extensive Free rides on local and regional buses

Rideshare program Aggressive parking fees Occasional parking permits Social media Bike borrowing program

North Carolina State, Raleigh, NC

31,100 7,900 18,000 $0-$948 Yes, extensive

Ride matching TDM Coordinator: Alternative modes program: 12 free daily parking passes

Cornell University, Ithaca, NY

18,000 14,400 10,500 $0-$690 No freshmen Free park and ride with bus service

Carpool and vanpool incentives, including free parking, reserved parking, cash rebate, 30-day money back guarantee

Full time TDM coordinator; Occasional parker program

Stanford University, Palo Alto, CA

15,000 17,100 22,200 $282-$726 No freshmen Yes, extensive

Ride matching service; Reserved parking for carpools/vanpools: Van pool subsidies

Six TDM staff; Commuter Club up to $216 cash benefit; Free travel on many bus and rail lines; Pre-tax payment for transit passes; Guaranteed ride home Occasional parking permits; Flexible work hours

University of Wisconsin, Madison

42,000 20,000 13,000 (capped)

$195-$1,055; Discounted daily parking $6.00/day

All discouraged; Lottery for students

Yes; limited Free passes for Madison Metro

$195/month for park and ride

Ride matching service Full time TDM coordinator; Car sharing; Guaranteed ride home:; Occasional parking permits

1. Population estimates for faculty/staff include executive, administrative, managerial, professional, faculty, classified employees and graduate appointments.


3.8 Parking Principles

Several principles for the UMass Amherst parking system were developed based on the long-term vision for the system from the Master Planning process: The core campus bounded by North Pleasant Street, Massachusetts Avenue, Commonwealth Avenue, and Governors Drive will be free of large surface parking lots and the roadways that connect them to the surrounding road system. A new parking garage will be located centrally on the core campus next to the existing Campus Center Garage, recognizing the need for additional visitor parking and Campus Center Hotel parking supporting special events. Most major parking facilities will be located at key locations along the periphery of the core campus where they will intercept traffic before it enters the core campus. Small-scale surface parking will continue to be provided to accommodate handicap parking and to meet the special requirements of particular facilities and academic departments. The facilities on the core campus periphery will include existing surface lots and new parking garages designed to replace parking spaces lost to future campus development. All major facilities will include convenient pedestrian access to the campus core, bicycle accommodations and connections to the shuttle bus system. An overarching part of the campus mission and vision as set forth in the Master Plan is that “This Plan will serve as a guide for sustainable future development that reinforces the vision…” Throughout the master planning process, a common theme was to embrace and promote New England sustainability. Transportation items specifically cited included shuttle buses and expanded bike paths. Based on the Master Plan vision, including demonstrating sustainability, the following twelve parking principles have been developed to guide future development of the campus parking system:

1. Maximize the number of spaces that are located near campus gateways and that are served by the campus shuttle;

2. Minimize the amount of parking provided within the core campus;

3. Provide sufficient parking to meet future demand, accounting for spaces lost to development and increased parking demands from an increased number of students and staff; the cost of replacement parking should be incorporated into each development project;

4. Provide direct links to parking facilities from the perimeter road system to minimize vehicular traffic through the campus core;

5. Provide safer and more convenient pedestrian connections between parking facilities and academic and administrative buildings in the campus core;


6. Respect the location of existing and planned bicycle and pedestrian corridors when developing new parking facilities;

7. Provide garage entrances with adequate queuing space to minimize impacts on adjacent roadways;

8. Incorporate provisions for convenient bicycle, motor scooter, and motorcycle parking with safer and more convenient access;

9. Support development of a network of intermodal connections for pedestrians, bicycles and shuttle buses that support non-auto connections to desired campus destinations.

10. Provide an adequate amount of visitor parking in each facility to meet the needs of core campus buildings served by each facility; and

11. Maximize the opportunities to share parking resources among various user groups including employees, commuter students, resident students, visitors, and event attendees; and

12. Provide shared use parking to meet the demands created by special events at various venues on campus.

Over time, adherence to these parking principles will help achieve the Master Plan vision of eliminating the many conflict points between vehicles, pedestrians, and bicycles within the core campus by moving parking from the core to the periphery. The following sections describe the recommendations for parking according for each of the four 10-year phases of the Master Plan.

\\mawatr\ts\10858.04\reports\UMA_Parking_Vision_Plan_Feb2013.doc 25 Future Parking Conditions

Future Conditions

4.1 Parking Demand

The population at UMass Amherst is generally comprised of students, faculty and staff. Currently, there are approximately 24,500 students and 8,000 faculty/staff (including executive, administrative, managerial, professional, faculty, classified employees and graduate appointments) enrolled at or employed by the University. It is expected that the student population will increase by approximately 3,400 for Phase 1 of the Master Plan, and 3,000 per phase for Phases 2, 3 and 4. The faculty and staff population is expected to increase by approximately 850 for Phase 1, and 950 per phase for Phases 2, 3 and 4.

Projected Student Enrollment

The student body at UMass Amherst is comprised of undergraduate classmen, students from Stockbridge College and Graduate Students. The student population for 2010 Existing Condition and Phases 1 through 4 are presented in Table 6. The increase in population between 2010 Existing Condition and Phase 1 are approximately 3,375 students. The increase associated with Phases 2, 3, and 4 are constant at 3,000 students per phase. Table 6 Student Population by Phase

Master Plan Phase

Undergraduate and Stockbridge Graduate Total

Increase in Student

Population Existing 20,126 4,214 24,340 -

1 22,500 5,214 27,714 3,374

2 24,500 6,214 30,714 3,000

3 26,500 7,214 33,714 3,000

4 28,500 8,214 36,714 3,000

4


Projected Faculty/Staff Size

The non-student body is comprised of executive, administrative, managerial, professional, faculty, classified employees and graduate appointments. The faculty/staff population for 2010 Existing Condition and Phases 1 through 4 are presented in Table 7. The increase in population between 2010 Existing Condition and Phase 1 are approximately 850 faculty. Phases 2, 3, and 4 assume an increase of approximately 950 faculty and staff for each phase. Table 7 Faculty/Staff Population by Phase

Master Plan

Phase Staff Faculty Classified Graduate

Appointments Total

Total Population Increase

Existing 1,777 1,554 2,088 2,550 7,969 -

1 2,031 1,776 2,386 2,630 8,823 854

2 2,251 1,968 2,645 2,915 9,779 956

3 2,471 2,160 2,903 3,199 10,733 954

4 2,690 2,353 3,161 3,484 11,688 955

Total 3,719

Parking Demand by Phase

Future parking demand for students and employees was projected for each phase of Master Plan development. The projections were made by applying the demand ratios for each group estimated from the existing parking counts to the projected future populations of students (resident and commuter) and employees (faculty and staff).

Students

Based on the projected number of students presented in Table 8 and the student parking demand ratio estimated from existing counts, future student parking demand was projected and is shown in Table 10. The increase in student parking demand between 2010 Existing Conditions and Phase 1 is approximately 465 spaces. The projected increase for the remaining three phases is 412-413 spaces per phase. By the end of Phase 4, student parking demand is projected to increase by 1,701 spaces.


Table 8 Projected Student Parking Demand by Phase

Master Plan

Phase Projected Student

Population Existing Parking Demand Ratio

Projected Parking Demand

Increase in Parking Demand

Existing 24,340 0.137 3,345 -

1 27,714 0.137 3,809 464

2 30,714 0.137 4,221 412

3 33,714 0.137 4,633 412

4 36,714 0.137 5,046 413

Total 1,701

Faculty/Staff

Based on the projected number of employees for each phase shown in Table 9 and the employee parking demand ratio estimated from existing counts, future employee parking demand was projected and is shown in the table. The projected increase in employee parking demand between 2010 Existing Conditions and Phase 1 is 653 spaces. The projected increase for the remaining three phases is constant at about 730 spaces per phase. By the end of Phase 4, employee parking demand is projected to increase by 2,843 spaces. Table 9 Faculty/Staff Parking Demand by Phase

Phase

Projected Faculty/Staff Population

Existing Parking Demand Ratio

Projected Parking Demand

Increase in Parking Demand

Existing1 7,969 0.764 6,092 -

1 8,823 0.764 6,745 653

2 9,779 0.764 7,476 731

3 10,733 0.764 8,205 729

4 11,688 0.764 8,935 730

Total 2,843 1. Existing faculty/staff population includes executive, administrative, managerial, professional, faculty, classified employees

and graduate appointments.

Total Demand

The total projected parking demand by phase is presented in Table 10. The projected demands include other demand, such as visitor parking, as well as the faculty/staff and student demand projected above. There is an assumed increase in other demand of 70 spaces in each phase. Total increased demand is 1,187 spaces in Phase 1 and


approximately 1,213 spaces in each of the remaining phases. The total additional demand at the end of all four phases of the Master Plan is 4,824 spaces. Table 10 Increased and Total Parking Demand by Phase

Phase Faculty/ Staff Students Other Total Cumulative

Total

Existing 9,657

1 653 464 70 1,187 10,844

2 731 412 70 1,213 12,057

3 729 412 70 1,211 13,268

4 730 413 70 1,213 14,481

Total 2,843 1,701 280 4,824

4.2 Parking Supply

The following sections described projected changes in the parking supply as presented in the Master Plan. They include the displacement of existing parking to accommodate the construction of new buildings and the addition of four new garages over the life of the Master Plan.

Displaced Parking

During each phase of the Master Plan, parking will be eliminated to accommodate campus development. The lots and number of spaces displaced by phase are presented in Table 11 and shown in Figure 4. Approximately 4,200 spaces will be displaced over the four phases of the Master Plan. During Phase 1, 233 spaces will be displaced, with the majority located on the west side of the core campus. The 935 spaces that will be displaced in Phase 2 are predominately south of Massachusetts Avenue. The 1,193 spaces displaced during Phase 3 are scattered throughout the core campus. The largest number of displaced spaces is 1,840 during Phase 4. The majority of these spaces are near the Computer Science Center south of relocated Governors Drive and in the Orchard Hill Residential Area.


Figure 4

Tillson Farm Road

Olympia Drive

Eastman Lane

Village Park Road

teertS tnasaelP tsaE

Clark Hill Road

Chancellor's Way

Orchard Hill Drive

Windm

ill Lane

Observatory R

oad

Butterfield Terrace

Infirmary W

ay

Thatcher R

oad

Stockbridge Road


Thatcher Road

Governor's Drive

North Service D

r.

Natural Resources Rd.

Holdsworth W

ay

Cold Storage Way

Forestry Way

Campus Center Way

Hicks W

ay

Com

monw

ealth Avenue

Mullins Way


President's Drive


Fearing Street

Uni

vers

ity D

rive

Stadium Drive

Nor

th P

leas

ant S

tree

t

Amity Street

24

24

SouthwestResidences

Lincoln Apartments

CentralResidences

Orchard HillResidences

North EastResidences

Sylvan Residences

North Residences

North Village Apartments

22

11

12

44

33

25

45

24

49

26

71

62

32

34

31

32

41

27

49

67

43

68

44

42

21

63

13

49

13

65

49

65

13

49

65

63

43

64

63

49

49

29

29

65

65

24

24

50

29

24

63

44

65

50

52

46

35

54

14

67

49

66

64

46

46

44

50

49

24

49

36

25

30

39

64

63

43

66 47

23

64

Gordon

Track& Field

TennisCourts

RuddField

LordenField

Athletic &Recreation

Fields Garber

Field

HAIGISMALL

SoftballComplex

Had

ley

Am

hers

t

MinutemanCrossing

MetawampeLawn

Prexy'sRidge

NACB

CHRC

CHRC

CHRCCHRC

CHRC

CHRC

CHP

Mullins Ctr

ISB

NLSB

Fine Arts Ctr

Furcolo

PVTA

Boyden

Cage

LGRC

Totman

IPF

Bartlett

Whitmore

Conte

Herter

Rec. Center

Tobin

Practice Arena

Campus Garage

Prince

RTIC

Tank Farm

Moore

Marston

Morrill II

Gunness

Skinner

JA

DuBois

Flint

JQA

Hills

Marcus

ISOM

Cance

Student Union

Baker

Physical Plant

Hampden DC

Machmer

Franklin DC

E-Lab

Morril I

Field

Brett

North B

Patterson

McGuirk Stadium

North A

McGuirk Stadium

Berkshire DC

Eng Lab 2

Hasbrouck

North D

Computer Sci.

North C

Pierpont

Alfond

Thompson

Mather

Goessmann Add

Brown

Studio Arts

Hampshire DC

Stockbridge

Van Meter

Cashin

Gorman

Crampton

Arnold

James

Goodell

Morrill III

LGRC Tower

Worcester DC

Univ. Health

Fernald

Paige

Morril IV

GoessmannHoldsworth

Lewis

Webster

Draper

Campus Ctr

Grayson

Facilities Bldg

Emerson

MacKimmie

Greenhouses

Melville

Knowles

Leach

Thoreau

Dickinson

Morrill IV

Dwight

Ag Engin South

Dickinson

Butterfield

McNamara

Mahar

Clark

Hamlin

Johnson

Curry Hicks

Wilder

Wheeler

Brooks

S. College

Grounds

French Grnhse

Thatcher

Power Plant

Food Storage Crabtree

Chenoweth Add

Police Station

Central Fac.

Mem Hall

AG Engin North

Knowlton

Greenough

Mary Lyon

Coolidge

New Africa

Kennedy

Durfee

Cold Stor.

Marching Band

Chadbourne

French Hall

Berkshire

Hatch

Middlesex

Washington

Grinnell

Thayer

Munson

HampshireROTC

Astronomy

Chenoweth

Bowditch

W. Exp. St.

Old Chapel

Photo Lab

358 N Pleasant

Horse Barn

AEBXB

AEBXA

Ag Engin Centr

Duda

Chancellor's

Wysocki

Farley

Montague

Lincoln Apts

Steam/Condens.

Stockbridge

Visitor's Ctr

Blaisdell

Forests & Parks

Toddler House

A-6

Bowditch L.

Research Admin.

Renaisance Ctr.

Apiary

Nelson House

Nelson

E. Exp. St.

Tillson House

Homestead

Parking Srvcs

Observatory

Incinerator

Fuel Pumphouse

0 400 800 1,200 1,600200

Feet

1 inch = 200 feet

Campus Parking Mapa d i v i s i o n o f f a c i l i t i e s & c a m p u s s e r v i c e s

LegendParking Permit Types

Faculty,Staff, Graduate AssistantsFaculty, Staff, Students

Campus Center Garage, Visitors

Metered Visitor ParkingResidential Students Only

Faculty and Staff Only

24-Hour Permit Required

Any University Community MemberPhase 1 - 0 to 10 Years 233

Phase 2 - 10 to 20 Years 935

Phase 3 - 20 to 30 Years 1,193

Phase 4 - 30 to 40 Years 1,840

4,201

Master Plan Phase Displaced Spaces

Displaced Parking by Master Plan Phase



Table 11 Displaced Parking by Phase

Phase Lots Displaced Spaces

1 Lot 30 36

Lot 43 (West of Totman) 70

Lot 63 (East of Lot 62) 47

Lot 67 (West of Mullins Center) 80

Total: Phase 1 233

2 Lincoln 92

Lot 32 412

Lot 34 189

Lot 42 55

Visitor Center 187

Total: Phase 2 935

3 Lot 27 125

Lot 39 14

Lot 52 30

Lot 62 266

Lot 63 (Worcester Dining Hall) 91

Lot 65 408

Lot 71 186

President’s Drive 73

Total: Phase 3 1,193

4 Lot 26 291

Lot 31 190

Lot 41 215

Lot 45 397

Lot 49 (along East Pleasant Street) 450

Lot 64 154

Lot 68 143

Total: Phase 4 1,840

TOTAL: Phases 1-4 4,201

Table 12 presents the change in total surface parking by phase resulting from the parking displacements listed in Table 11 above. The existing supply of almost 12,700 surface parking spaces would be reduced to about 8,500 spaces by the end of Phase 4 of the Master Plan.


Table 12 Expected Change in Surface Parking Supply by Phase

Phase Displaced Spaces Remaining Surface Parking Spaces

Existing - 12,681

1 233 12,448

2 935 11,513

3 1,193 10,320

4 1,840 8,480

Phases 1-4 4,201 8,480

Planned Garages

The planned displacement of about 4,200 parking spaces requires the addition of new parking spaces to maintain a reasonable balance between supply and demand. The Master Plan proposes four new garages to replace about 2,900 of the displaced spaces at locations around the periphery of the core campus. This section describes the methodology used to evaluate and select proposed locations for parking structures. Estimates of the cost of constructing the proposed garages are also included. To replace parking displaced by campus development and reduce the footprint of parking on the campus, the Master Plan includes four garages. The following six sites were evaluated for inclusion in the Master Plan as possible garage locations:

1. The site of the former power plant west of, and adjacent to, the existing garage

2. North side of Massachusetts Avenue in the vicinity of Lincoln Avenue

3. South side of Massachusetts Avenue in the vicinity of Lincoln Avenue

4. The site of existing lots 31 and 68 south of relocated Governors Drive

5. The “gate way” site on the west side of North Pleasant Street at Massachusetts Avenue

6. The Worcester Dining Hall site on the west side of Thatcher Way

As noted above, only four sites were selected for garages based on the parking principles and evaluation criteria. Table 13 summarizes the evaluation matrix for the six sites based on six criteria, including the ability to:

meet near-term parking demands;

meet long-term parking demands;

intercept traffic before it enters the campus core;

provide good pedestrian access to various destinations on the core campus;

Site1–AdjacenttoExistingGarage


serve multiple user groups at various times; and

serve as a mobility hub.

The site next to the existing Campus Center Garage (Site 1) scores high on almost every criterion. The two sites on the north side and south sides of Massachusetts Avenue near Lincoln Avenue (Sites 2 and 3) also scored high and rated equally overall. Only one of these sites was to be selected since they both ranked high. The south side (Site 3) was selected because it would better serve the Robsham Visitors Center and a new roadway south of the site connecting to North Pleasant Street would divert traffic from the neighborhood and Massachusetts Avenue. The north campus site (Site 4) and the southeast Gateway site (Site 5) scored 3 and 4, respectively. The Thatcher Way site (Site 6) was dropped from further consideration because it did not meet the evaluation criteria as well as the other garages evaluated.

Table 14 lists the four sites selected and the number of spaces proposed for each site. Four parking garages (one in each phase) are planned to provide almost 2,900 parking spaces to replace displaced parking. For Phase 1, an 700-space underground parking structure is proposed west of the Campus Center Garage on the site of the existing defunct power plant. In Phase 2, a 860-space above-grade garage is proposed south of Massachusetts Avenue, replacing parking lots 32 and 34 and the Robsham Visitors Center parking lot. A 655-space parking structure is proposed at the north end of the campus near the Computer Science Building in Phase 3, located south of the proposed relocation of Governors Drive. In Phase 4, a 670-space parking garage is proposed at the southeast gateway to the campus, east of the intersection of North Pleasant Street and Massachusetts Avenue. Figure 5 shows the locations of the planned garages.

Site4–RelocatedGovernorsDrive

Site5–GatewayatNorthPleasantStreet/MassAve

Site6–ThatcherWay

Site3–SouthsideofMassAve

Site2–NorthsideofMassAve


Table 13 Parking Garage Location Matrix

Ranking: = most effective = least effective

Location

Near-Term Needs

Long-Term Needs

Intercept Traffic

Pedestrian Access

User Flexibility

Mobility Hub Rank Recommendation

Site 1 – Adjacent to Existing Garage

#1 Recommended for

Phase 1

Site 2 – North of Massachusetts Avenue

#2 Discarded; location 3

better serves the Visitors Center

Site 3 – South of Massachusetts Avenue

#2 Recommended for

Phase 2

Site 4 – South of Relocated Governors Drive

#3 Recommended for

Phase 3

Site 5 – Gateway Site (North Pleasant Street at Massachusetts Avenue)

#4 Recommended for

Phase 4

Site 6 – Thatcher Way (Worcester Dining Hall site)

#5 Discarded; does not meet criteria as well

as other sites

Note: Shaded rows represent sites that have been eliminated from further consideration.

Table 14 Structured Parking Capacity by Phase

Phases

Description

Location

Capacity Increase

Total Garage Capacity

Existing Underground Structure Campus Center 950

1 Underground Structure1 #1 West of the Campus Center Garage 700 1,650

2 Above-grade Structure #3 Southeast Corner of the Massachusetts and Lincoln Avenues

860 2,510

3 Above-grade Structure #4 North End of Campus near Computer Science Center and South of Relocated Governors Drive

655 3,165

4 Above-grade Structure #5 Gateway Site (North Pleasant Street at Massachusetts Avenue)

670 3,835

Total 2,885 3,835

1 Garage would be constructed in a ravine so that most of it would be below the grade at the top of the Ravine


Figure 5

Phase 1 - 700-space Parking Garage at Power Plant

Phase 2 - 860-space Massachusetts Avenue Parking Garage

Phase 3 - 655-space Governors Drive Parking Garage

Phase 4 - 670-space Gateway Garage

Planned Parking Garages



Estimated Construction Costs for Parking Garages

Table 15 lists each garage location, size and estimated construction cost. Garage construction costs are based on a preliminary cost estimate for the Phase 1 garage and a cost of $25,000 per space for Phase 2, 3, and 4 garages. The Phase 1 garage is more expensive because of the topography of the site, which is located in a ravine, leading to atypical site work with complex utility connections and a green roof. The cost per space of building the garage into the ravine will be much higher than the cost per space for the other three garages, which are all located on generally level sites. The estimated costs do not include removal of the old power plant at the Phase 1 site, relocation of Governors Drive at the Phase 3 site, and the construction of the roundabout adjacent to the Phase 4 site. Table 15 Estimated Garage Construction Costs

Phase Garage Location Number of

Spaces Estimated Cost1

1 Adjacent to Campus Center Garage at Old Power Plant Site

700 $60,000,000

2 Southeast Corner of Massachusetts Avenue and Lincoln Avenue

860 $21,500,000

3 North of Computer Science Center and South of Relocated Governors Drive

655 $16,375,000

4 East Side of Pleasant Street at Massachusetts Avenue (Southeast Gateway)

670 $16,750,000

Total 2,885 $114,625,000

1 Total costs are in current dollars based on a preliminary cost estimate for the Phase 1 garage and a cost of $25,000 per space for Phase 2, 3, and 4 garages. Costs are in 2012 dollars.

Total Parking Supply Changes

Table 16 shows the next effect on the number of campus parking spaces from the projected displacements and additional garages. In Phase 1, there is a net addition of spaces in the center of the campus. The Phase 1 garage will supplement the existing garage to meet existing demands during events at the Campus Center and on campus in general. It will also serve the additional demands generated by campus growth (see Demand by Phase below). During the second phase of the plan, there will be a small decline in the parking supply. Larger declines will take place during Phases 3 and 4, with a net total loss of 1,316 spaces.


Table 16 Parking Supply Changes by Phase

Phase New Garage

Capacity Displaced Surface

Parking Net Change in

Parking Supply1

Cumulative Change in Parking

Supply

1 700 233 +467 +467

2 860 935 -75 +392

3 655 1,193 -538 -146

4 670 1,840 -1,170 -1,316

Total 2,885 4,201 -1,316

1 Additional garage parking minus displaced surface parking

4.3 Parking Supply/Demand Analysis

Figure 6 provides a comparison of the projected parking supply and projected parking demand. As reported above, the existing system has considerable excess capacity with almost 4,000 open spaces during the October 2010 counts. By Phase 3, the parking supply is expected to be almost equal to demand and by the end of Phase 4 demand will exceed supply by more than 2,100 spaces. Since this deficit is based on a 40-year projection of both the parking supply and demand, no mitigation measures are recommended in this study. As with any plan, the projections of parking demand and plans for changes in the parking supply will need to be regularly revisited and planned improvements modified as needed.

Figure 6 Parking Supply and Demand by Phase


Table 17 shows the projected change in the number of spaces available with increased staff , student and other parking demand and changes in the parking supply. The existing available supply to accommodate additional parking demand is 4,000 spaces. This number declines to 3,277 spaces at the end of Phase 1 and turns into a 2,141-space deficit at the end of Phase 4. As mentioned above, the projections of parking demand and plans for parking supply changes should be regularly revisited and planned improvements modified to accommodate changing needs. Table 17 Available Spaces by Phase

Change in Parking Supply Change in Parking Demand Cumulative Available Spaces1 Phase Net Change

Cumulative Change Net Change

Cumulative Change

Existing 4,000

1 467 467 1,190 1,190 3,277

2 -75 392 1,210 2,400 1,992

3 -538 -146 1,210 3,610 244

4 -1,170 -1,316 1,215 4,825 -1,895

Total -1,316 -1,316 4,825 4,825 -2,141 1. Cumulative available spaces equals available spaces from previous phase minus cumulative change in parking demand

plus cumulative change in the parking supply

4.4 Roadway, Transit, Pedestrian and Bicycle Improvements

The roadway, bicycle, pedestrian and transit improvements included in the Master Plan are presented in Table 18. These improvements are all programmed for the first three phases of the Master Plan. The proposed gateway garage east of North Pleasant Street at Massachusetts Avenue is the only Master Plan improvement included in Phase 4. The garages included in the Master Plan are not included in the table because they were described in detail earlier. Roadway and transit improvements that could significantly affect access to UMass parking facilities include: Extension of Mullins Way to provide an alternative route to Parking Lots 12 and

25 (Phase 1)

Provision of two new direct shuttle routes to parking (Phase 1):

Between Parking Lot 11 and Haigis Mall Between Parking Lot 12 and Campus Center

Provision of an east-west roadway south of, and parallel to, Massachusetts Avenue to provide additional access to the proposed garage on the southeast corner of Massachusetts Avenue and Lincoln Avenue (Phase 2)

ExtensionofMullinsWaytoaccessLots12and25torelieveCommonwealthAvenue


The provision of a new roadway connection between Governors Drive and Route 116 (Phase 3)

Relocation of Governors Drive to the north of existing Parking Lots 26, 31, and 68 (Phase 3)

Restricting access on North Pleasant Street to buses, bicycles and service vehicles only (Phase 3)

Table 18 Master Plan Transportation Recommendations by Phase

Transportation Improvement Related Areas

Phase 1 (within 10 years)

Mullins Way Access Improvements Extension to Parking Lot 12

Installation of Roundabout Massachusetts Avenue/North Pleasant Street

Complete Streets Enhancement Commonwealth Avenue


Governors Drive

Eastman Lane


Phase in Direct Shuttle Routes Between Parking Lot 11 and Haigis Mall

Between Parking Lot 12 and Campus Center

Bike Path Between North Amherst and Commonwealth Avenue

Phase 2 (10 to 20 years)

New East/West Roadway Link Gateway Street Grid

Pedestrian Improvements Ellis Way/ Hicks Way

Phillips Street Pedestrian Way

Phase 3 (20 to 30 years)

Roadway Improvements Thatcher Way

Roadway Restriction Buses, bicycles and service vehicles only on North Pleasant Street

Roadway Relocation Governors Drive to north of existing Parking Lots 26, 31, and 68

New Roadway Route 116 Connection to Governors Drive

The restriction of access to North Pleasant Street is the only improvement that could potentially have a negative impact on parking. However, based on Master Plan development proposed for Phases 1 through 3, there would be no impact because there would be no parking facilities along the restricted section of North Pleasant Street. The complete streets enhancements proposed on all the streets surrounding the core campus are designed to improve conditions for bicycles and pedestrians without negatively affecting vehicular travel or transit services. Therefore, they are not expected to affect access to parking. The proposed roundabout at North Pleasant Street and Massachusetts Avenue is expected to improve vehicular flow through the intersection. The proposed bike path to North Amherst and the proposed pedestrian improvements are not expected to have any direct effect on parking access.

“CompleteStreets:Enhancements:‐NorthPleasantStreet‐CommonwealthAvenue‐MassachusettsAvenue‐EastmanLane‐GovernorsDrive

\\mawatr\ts\10858.04\reports\UMA_Parking_Vision_Plan_Feb2013.doc 39 Parking Plan

Parking Plan

The Parking Plan is divided into near-term and long-term actions. The near-term actions are intended to be implemented within ten years and are designed to support the development identified in the first phase of the Campus Master Plan. Long-term actions are intended beyond the ten-year horizon, supporting the later phases of the Master Plan. The timing and exact nature of these actions will be dependent on the timing and location of future development. These actions are likely to change as elements of the Campus Master Plan evolve over time.

5.1 Near-Term – Within 10 Years

Within the near-term (first 10 years), the Campus Master Plan calls for the construction of an approximately 700-space garage adjacent to the existing Campus Center Garage and the provision of direct shuttle service to Lots 11 and 12. The shuttle service could be introduced early in the 10-year period, before construction of the 700-space garage, to relieve pressure on the Campus Center Garage as development eliminates surface spaces in the campus core. As existing parking facilities are closed to accommodate Master Plan development, new employees should be assigned to outlying parking lots, leaving any available close-in spaces for the reassignment of existing employees from lots that are closed.

Assignment of New Employees

In anticipation of the closure of core employee lots from Master Plan development, parking that becomes available within the campus core should initially be offered to current employees who have been displaced as a result of the development. New employees would be allowed to be placed on a core lot waiting list of their choice, however they would be assigned a periphery parking space initially. The existing tiered parking cost model based on salary and lot location should continue to be applied so that employees are aware of the amount they are saving by choosing parking on the periphery compared to the more expensive lots in the core. Over time,

5


as the core lots are all eliminated in favor of structured parking on the periphery, this assignment process will not be necessary.

Parking Garage

The Master Plan includes construction of a new 700-space garage on the site of the old power plant adjacent to the existing Campus Center Garage. It would provide additional parking for the central part of the campus, including the library, Student Union, Campus Center and the Campus Center Hotel. In addition, it would replace spaces lost to new development on the core campus. The proposed garage would be accessed from Campus Center Way. In addition to providing expanded parking, it also could serve as a major intermodal transportation center for shuttle, local and intercity buses. This would replace the existing bus stop at Haigis Mall, which is proposed for elimination in the second phase (10-20 years) of Master Plan development.

Direct Shuttle Service to Lots 11 and 12

Currently, the most remote sections of parking Lots 11 and 12 are not used. As development increases and parking spaces are lost in the campus core, parking demand can be expected to migrate farther out from the core. To facilitate increased use of the remote parking areas in Lots 11 and 12, the Master Plan recommends direct shuttle bus connections between the main campus and the two parking areas starting with Lot 12 and then transitioning to Lot 11 as needed (Lot 11 is currently primarily used by students living in Southwest who only drive their cars occasionally so there is very low turnover). The existing shuttle routes circulate in around the campus. Because of the existing figure eight shuttle loops, future Lot 11 and 12 parkers would have to walk to their destination or ride the campus shuttle along much of the bus loop before at arriving at a stop near their destination. Direct shuttle service between the lots and the campus core would increase accessibility and encourage more students to park in the underutilized areas. The Lot 12 shuttle would connect the sections of the lot farthest from the main campus with the Campus Center via Campus Center Way. The bus stop would be located on the circle next to the parking garage or in a location provided in the proposed expansion of the garage. The shuttle would operate continuously between the two locations providing frequent service and a trip length of only a few minutes. Similarly, the shuttle to Lot 11 could use the existing stop a Haigis mall or a stop at the visitor’s center after the Haigis mall loop is closed as part of Phase 2 of the Master Plan. An extension farther into the campus via North Pleasant Street or Thatcher Way could be considered if a suitable bus turnaround can be provided.


5.2 Long-term – Beyond 10 Years

Over the long-term (10 – 40 years), the Campus Master Plan calls for the reduction of surface parking in the central campus to reduce pedestrian and bicycle conflicts, and to provide sites for future buildings. Replacement parking for these lost spaces will be provided in new garages situated at key locations around the perimeter of the core campus: Southeast corner of Massachusetts Avenue and Lincoln Avenue (10-20 years):

An 860-space facility at this location would serve the Whitmore Administration building, the Robsham Visitors Center, the Fine Arts Center and several other buildings on the core campus. The garage would be developed in Phase 2 of the Master Plan. It would intercept traffic approaching the campus from the west and southwest, and with the proposed reduction in the Massachusetts Avenue cross section to one travel lane in each direction, parkers can easily walk to destinations on the core campus. A bus stop and bicycle storage would be provided.

North end of campus near relocated Governors Drive (20-30 years): A 655-space facility roughly on the site of Parking Lots 31 and 68 would serve Computer Science, Engineering and the Lederle Graduate Research Center. It would intercept traffic approaching the campus from the north, northeast, and the northwest when the direct connection to Route 116 is provided. Both the garage and the Route 116 connection are planned for Phase 3. With the relocation of Governors Drive to the north, pedestrians from the garage would not need to cross any roadway to reach destinations on the core campus. As with the Phase 2 garage, a bus stop and bicycle storage would make it a multimodal facility.

North Pleasant Street at Massachusetts Avenue (30-40 years): A 670-space facility on the east side of the intersection of North Pleasant Street and Massachusetts Avenue would intercept traffic from the south. The provision of retail space on the ground floor and university space along the front side of the building would help define a major gateway to the campus while also connecting the campus to the Gateway project proposed by the Town of Amherst. The garage would serve the Studio Arts Building, the Newman Center, the Fine Arts Center and Morrill Science I – IV.

These new garages, in addition to the planned garage adjacent to the Campus Center Garage, will add almost 2,900 spaces to the campus parking supply to offset many of the more than 3,900 spaces displaced by campus development over the course of the Master Plan. All the planned garages meet the parking principles and serve to forward the parking vision presented above. The Future Conditions Review chapter of this report provides a detailed discussion of the change in the campus parking supply and parking demand for the four phases of the Master Plan. During the long-term, consideration should be given to providing direct and more frequent shuttle service between the core campus and Parking Lots 13 and 24. These are the most remote lots and will likely be the last to fill as demand increases and the number of spaces in the core campus declines. The only reasonable access between


these lots and the campus is shuttle service. As with Lots 11 and 12, the existing loops provide indirect service, requiring riding the campus shuttles along much of the bus loop before at arriving at a stop near their destination. More frequent, direct shuttle service between the lots and the campus core would increase accessibility and encourage more students to park in the underutilized areas.

5.3 Accommodating Growth Without Structured Parking – “Plan B”

In the event that the parking garages recommended in this parking vision plan and the Campus Master Plan are not able to be funded, an alternative solution to meeting the parking needs of the Master Plan would involve expanding surface parking outside the campus core. Once the available parking in the remote parking lots spaces are used, additional remote surface parking lots would have to be constructed on University-owned land that is not slated for a Master Plan building or constrained by environmental resource areas or topography. Areas along relocated Governors Drive, Mullins Way, Eastman Lane, Stadium Drive, and N. University Drive provide the most potential for additional remote surface lots that could effectively intercept traffic before it reaches the campus core. Similar to the proposed future shuttle service to Lots 11 and 12, these remote parking areas would need to be served regularly by a campus shuttle given the distance from the campus core.

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